This section needs to be updated. Please update this article to reflect recent events or newly available information.(January 2018)

EcoBoost gasoline direct-injection turbocharged engine technology adds 128 patents and patent applications to Ford's 4,618 active and thousands of pending U.S. patents.[6] Some of the costs of US development and production were assisted by the $5.9 billion ATVM DOE loan.[7]

By 2012, the company plans to produce 750,000 EcoBoost units annually in the US and 1.3 million globally in the world market. Ford expected over 90% of its global vehicle lineup (includes North America) to offer EcoBoost engine technology by 2013.[9][10] From the engine's beginning to November 2012, 500,000 Ford EcoBoost vehicles have been sold.[11]

Ford currently produces a 1.0 L turbocharged in-line three-cylinder engine for the EcoBoost family developed at Ford's Dunton Technical Centre in the UK. Production started in April 2012. The 1.0 is built initially in two versions: 74 kW (101 PS; 99 hp) and 88 to 92 kW (120 to 125 PS; 118 to 123 hp).

The more powerful version delivers a maximum of 170 N⋅m (130 lbf⋅ft) from 1,400 to 4,500 rpm and 200 N⋅m (150 lbf⋅ft) on overboost, which makes for a broad torque curve when compared to a naturally aspirated gasoline engine. A 140 PS (100 kW; 140 hp) version has also been released in the Fiesta Red Edition and Black Edition, with 210 N⋅m (155 lb⋅ft) of torque. The engine block is cast iron, which offers, in addition to the required strength, up to 50% faster warm-up than aluminum, at the expense of additional weight.[15][16]

To quell the natural vibrations of a three-cylinder design, unspecified efforts have been made in the flywheel design to ensure satisfactorily smooth running without the use of energy sapping balance shafts.

The engine is packaged in an engine block with a footprint the size of an A4 sheet of paper.[17] With the introduction of the face-lifted 2013 Ford Fiesta, Ford introduced a naturally aspirated version of 1.0 Fox engine. The two versions produce 65 hp and 80 hp, and both engines use direct injection and Ti-VCT like the turbocharged versions. Start-stop technology is also available.

The engines are produced in Cologne, Germany, and Craiova, Romania, and Chongqing, China. Production is expected to be 700,000–1,500,000 units per year. The engine is available in Ford Focus, the Ford Focus-based C-MAX and Grand C-MAX, the Fiesta-based B-Max, and Transit Courier.[18] This version is also available in the second-generation Ford Ecosport manufactured and sold in Brazil, India, Thailand, and Russia, although in some markets, this vehicle comes with the 2.0 L EcoBoost engine.

Ford has announced that the 1.0 L EcoBoost engine will be available for the American market starting with the all-new 2014 Ford Fiestasedan and hatchback. It was announced at the 2012 Los Angeles Auto Show, when the 2014 Fiesta was introduced. The 123-hp version is now available in the North American market Focus starting with model year 2015. The engine is said to account for just less than 5 percent of Fiesta and Focus sales in the U.S., according to a 2017 report.[19] In the latest run of events, the 1.0 L engine was awarded the International Engine of Year Award 2016, making it the Best Engine Under 1.0 L for the fifth time in a row.[20]

On 24 February 2017, as part of the unveiling of the seventh generation (Mk8 - UK) derived Fiesta ST, Ford announced an all-new aluminum inline 3-cylinder 1.5 L EcoBoost engine with cylinder deactivation technology.[21] The version of this engine announced for the Fiesta ST produces 200 PS (150 kW; 200 hp) at 6,000 rpm and delivers 290 N⋅m (210 lbf⋅ft) of torque from 1,600 to 4,000 rpm.[22]

The engine will be available with cylinder deactivation technology, implemented by stopping fuel delivery and valve operation for one of the engine's cylinders in conditions where full capacity is not needed.

Four EcoBoost I4 engines are in production. A 1.5 L downsized version of the 1.6 L, the 1.6 L which replaces larger-displacement, naturally aspirated I4 engines in Ford vehicles, a 2.0 L which replaces small-displacement, naturally aspirated V6 engines, and a 2.3 L used in high-performance applications. All four engines are turbocharged and direct injected. The production engine family was officially announced at the 2009 Frankfurt Motor Show.[24]

A 1.5 L version of the EcoBoost engine family was first unveiled in the 2014 Ford Fusion as a downsized version of the 1.6 L EcoBoost engine.[25] The downsized displacement is a result of Chinese vehicle tax regulations which tax vehicles with engine displacements of 1.5 L or less at lower rates. The 1.5 L EcoBoost adds new technology compared to the 1.6 L on which it is based, including an integrated exhaust manifold and a computer-controlled water pump clutch to decrease warm up time. In the 2015 Fusion, the engine produces 181 hp (135 kW; 184 PS) and 185 lb ft .

A 1.6 L version was first unveiled in the 2009 Lincoln C concept. The engine is rated at 178 hp (133 kW; 180 PS) and 180 lb⋅ft (244.0 N⋅m).[26]

The European market version of the 1.6 L provides 150 hp (112 kW; 152 PS), although a 160 hp (119 kW; 162 PS) version is used in the Ford Mondeo.

The 1.6 L EcoBoost engine is raced in the British Formula Ford Championship. The units have replaced the original N/A 1.6 L Duratec units, which in turn replaced the 1.8 L Zetec-engined cars. The engine has also been used for the past few seasons in the WRC in the Ford Fiesta.

A 2.0 L version was first seen in the 2008 Ford Explorer America concept.[30] The engine was rated at 275 hp (205 kW; 279 PS) and 280 lb⋅ft (380 N⋅m).

It is the first EcoBoost engine to include twin independent variable cam timing (Ti-VCT), with advertised 10–20% better fuel economy while maintaining the performance of 3.0 L V6s.[31][32]

This engine is derived from the 2.0 L Mazda L engine block used by Ford in the North American Focus MK3, but equipped with unique heads, fuel injection system, and Ford's Ti-VCT. It should not be confused with the Mazda 2.3 DISI Turbo, which also features direct injection along with turbocharging, but shares little else aside from the same engine block.

The 2.0 L EcoBoost engine used in North American vehicles is now produced at the Cleveland engine plant in Brookpark, OH.

This section needs expansion. You can help by adding to it.(June 2014)

A redesigned 2.0 L EcoBoost four-cylinder will be introduced with the second-generation Ford Edge, followed by the 2017 Ford Escape in spring 2016.[43] It features a higher compression ratio than its predecessor (10.1:1 vs 9.3:1) along with twin-scroll turbocharger and fuel and oil systems upgrades.[44] This new engine will deliver more low-end torque than its predecessor and all-wheel drive will be available in this configuration. It is also expected to tow 3500 lbs in the redesigned Edge and 2017 Escape.

The 2.3 L EcoBoost engine is produced with the 2.0 L EcoBoost at the Valencia Engine Plant in Valencia, Spain. In March 2015 Ford announced the official production start of the all-new twin-scroll 2.0-liter and 2.3-liter EcoBoost engines for North America at its Cleveland Engine Plant in Ohio. [47]

Introduced with the 2015 Ford F-150 is a twin-turbo 2.7 L V6 EcoBoost engine. It delivers 325 hp (242 kW) and 375 lb⋅ft (508 N⋅m).[50] The engine is built at the Lima Ford Engine Plant.[51] Ford has invested half a billion dollars in the Lima plant for the new engine. Ford also states that the new engine will bring 300 jobs to Allen County,[52] but transfers from other plants make the actual number hard to pin down. A 335-hp version is to be an option on the 2017 Lincoln Continental. Being a next-generation design, it uses compacted graphite iron, a material Ford uses in its 6.7 L PowerStroke diesel engine. As of 2018 the 2.7L has been upgraded with the most prominent change being the addition of port fuel injection. Ford claims that horsepower is unchanged at 325 while torque is boosted 25 lb-ft to 400 lb-ft. There is a Ford technical service bulletin 18-2237 published on 29 August 2018 describing excessive oil consumption for engines built in the Lima plant from 1-April-2016 to 1-January-2017. The service procedure includes replacement of both cylinder head assemblies.

A 3 L V6 twin-turbocharged gasoline direct-injection engine was released in 2016 that produces between 350 and 400 horsepower. Currently, the 3.0 L is exclusive to the Lincoln line-up to include the MKZ (which replaces the 3.7 L Ti-VCT Cyclone V6 engine the previous year), and 2017 Continental as of June 2016. The engine offers Dynamic Torque Vectoring with available AWD in selected models.

The first Ford vehicle to feature this engine was the 2007 Lincoln MKRconcept vehicle under the name TwinForce.[55] The engine was designed to deliver power and torque output equivalent to a typical 6.0 L or larger-displacement V8 while achieving at least 15% better fuel efficiency and reduced greenhouse emissions. In the MKR, the concept TwinForce engine was rated at 415 hp (309 kW) and 400 lb⋅ft (542 N⋅m) of torque, as well as run on E85 fuel.[56] When the same prototype engine reappeared in the Lincoln MKT concept in 2008 North American International Auto Show, the name was changed to EcoBoost. Official EcoBoost production began on May 19, 2009 at Cleveland Engine Plant No. 1.

The production engines use the Duratec 35 V6 engine block. The fuel charging and delivery systems can attain high fuel pressures up to 2150 psi, necessary for efficient operation of the direct fuel injection system. The F-series EcoBoost 3.5L V6 uses two BorgWarner K03 turbochargers which can spin up to 170,000 rpm and provide up to 15 psi of boost. The transverse EcoBoost 3.5L V6 uses two Garrett GT1549L turbochargers and provides up to 11 psi of boost. The turbos are set up in a twin-turbo configuration. The engine can consume up to 25% more air over the naturally aspirated counterpart. Through the use of direct injection, the engine needs only regular-grade gasoline to run. The EcoBoost V6 was first available as an engine option for 2010 Lincoln MKS, followed by 2010 Ford Flex, 2010 Ford Taurus SHO, and 2010 Lincoln MKT.[57] The fuel-charging and -delivery systems were co-developed with Robert Bosch GmbH.[58]

The second generation 3.5L EcoBoost V6 (codename D35) is being introduced for the 2017 Ford GT, revealed at the 2015 Detroit Auto Show in January, as well as the 2017 F-150, 2018 Expedition and 2018 Navigator .[68] It produces 647 hp (482 kW) [69] paired with a seven-speed semiautomatic transmission. This engine theoretically replaces the 5.4 L supercharged modular V8 from the last generation Ford GT. The GT was on a 11-year hiatus and returned in 2016 for the 2017 model year.

Also announced at the 2015 Detroit Auto Show was the 2017 Ford F-150 SVT Raptor, which is powered by an all-new 3.5 L twin-turbocharged EcoBoost V6.[70] This new engine will produce 450 horsepower in the Raptor, up from the previous 6.2-L V8's 411.

The same second-generation 3.5L V6 is replacing the first-generation engine in the 2017 F-150 line-up. It will be standard on the F-150 Limited and remain an optional upgrade for other trim levels. Paired with the second-generation 3.5L EcoBoost V6 is the new 10R80 10-speed automatic transmission that was co-designed with GM. This new transmission will be outfitted on all second-generation 3.5L V6 EcoBoost F-150s. The 10-speed will be exclusive to the 3.5L EcoBoost engine in F-150s for the 2017 model year.

The most prominent change is the addition of port fuel injection, while keeping the direct injectors. The port fuel injection was partly added due to the fuel output needs on the 3.5L HO Raptor engine, but also has several benefits for the 3.5L EcoBoost. It will prevent buildup on the intake valves and keep them clean due to fuel passing over the valves. Under certain engine conditions such as low rpm and low loads the high pressure fuel pump and direct injection system will turn off and the engine will only use the port fuel injection, reducing efficiency losses due to the HPFP. Both systems will operate at cold start, which will reduce emissions that direct injection suffers to due to cold cylinder walls and lower fuel atomization.

Turbocharger changes include electronically actuated wastegates, turbine wheels now made with lighter Mar-M-247 super-alloy increasing responsiveness, and the same 51mm turbine wheels but with sharper vane angles allowing boost to be increased by 2.5 psi (0.17 bar) up to 16 psi (1.1 bar) max. The turbochargers continue to be supplied by Borg Warner.

The camshafts were made hollow for weight savings, along with the addition of a roller-finger follower valvetrain. The compression ratio was increased from 10.0:1 to 10.5:1 (except on the 3.5L EcoBoost HO for the Raptor, which remains at 10.0:1).

The engine also features auto start/stop, which will increase emissions during city driving with stoplights.

Overall the engines is also 4 lb (1.8 kg) lighter than the previous 3.5L EcoBoost.
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